schmitt



2 Sheets-Sheet 1.

(No Model.)

K. SCHMITT.

VELOGIPEDE.

No. 371,374. Patented Oct. 11,1887.

nvdnior; M W

(No Model.) 2 Sheets Sheet 2. K. SOHMITT.

VELOGIPEDE.

No. 371,374. Patented Oct. 11, 1887.

Unrrr: STATES ATENT tribe.

KARL SOHMITT, OF ZITTAU, SAXONY, GERMANY.

VELOCIPEDE.

SPECIFICATION forming part of Letters Patent No. 371,374, dated October 11, 1887.

Application filed July 13, 1887.

to mitted to the driving-wheels by means of a chain and suitable intermediate mechanism. In these, as well as in all other known velocipedes, the rider can onlv effect a change in the velocity of motion by a corresponding I change in the angular velocity of the pedal cranks.

The subject of my invention is an improved driving mechanism for \cloeipedes having three or more wheels, such mechanism enabling the rider to ride at different velocities,

which can be varied at will, while the rotary velocity of the pedal-crank remains the same. For this purpose below the pedal-crank axle is arranged the shaft of a conneetinggearing,and

upon the said axle and this shalt are suitable intermediate wheels and couplings, (similar to the sets of wheels in gearing of lalhes,) by means of which the driving-chain is moved either at the velocity that corresponds with ,0 the velocity of the pedal-crank axle or at a velocity that is greater or smaller than the above-mentioned velocity of the pedal-crank axle. The necessary displacement of the coup lings and intermediate wheels is effected by 5 the hand of the driver, preferably by means of a hand-lever and suitable rods or levers and an adjusting bow'or quadrant.

In the drawings, Figure 1 represents a schematical view of my velocipede. Figs. 2, 8, and

40 4 show the improved driving mechanism in three different positions, corresponding to the three velocities to be obtained; Figs. 5 and 6, the adjusting mechanism, Fig. 5 being a front view, Fig. 6 a back view; and Fig. 7 repre- 5 sents theconstruction oftlie teeth ofthe wheels preferably to be used.

All the desired adjustments are effected by the rider by means of a hand-levcr, a, within convenient reach, which lever can be fixed in three definite positions, that shown in Figs.

5 and 6 being the central position. The motion of the hand-lever a is communicated Serial No. 214,109. (No model.)

through two other levers, Z and m. to the wheels by means of couplings arranged on two shafts and capable of sliding thereon. Of these the upper one, x, is the driving-shaft, carrying the treadles 9 and parallel therewith is arranged the auxiliary shaft y.

Upon the auxiliary shalt are a number of toothed wheels, fc c d, the size of which may be varied according as the difference in the three velocities for riding is to be large or small. These wheels upon the auxiliary shaft are solidly connected with each other. They are, however, adapted to turn and slide freely upon the auxiliary shaft, which is firmly connected with its supporting frame.

Upon the main shaft 00 is a chainwvhecl, t, which guides the driving-chain a. This chainwheel is firmly united with a toothed wheel, 1), arranged next to it on the driving-shaft 00. Both can, however, turn freely upon the main shaft as soon as they are thrown out of gear with the teeth of coupling It. A spur-wheel, g, is fixed upon the driving-shaft a, and said shaft also carries another toothed wheel, 71, fixed on it.

A motion of the hand-lever a in the manner hereinafter set forth causes a displacement of the wheels upon the auxiliary axis y to the right or left, and the coupling k disengages, as shown in Figs. 3, 4, or engages (see Fig. 2 at the same time on the main shaft that is to say, liberates the ehainwheel 1, together with the chain a, or renders them dependent on the motion of the driving-shaft 00. By this displacement and the consequent engagement of different wheels of the two shafts the various velocities for riding that are desired are attained.

Fig. 1 is a general view, and shows how the chain a transmits the power exerted upon the pedals p to the axle q, and thereby to thelarge driving-wheels l. \Vhen the teeth of the coupling k of the driving-shaft are engaged with the chain-wheel t, (see Fig. 2,) the motion of the pedalsp is transmitted directly to the chain a and thereby to the driving-wheels. The anxiliary shaft y and the other wheels thereon do not come into operation. In this case riding at the ordinary velocity takes place. Vhen, however, the teeth of the coupling k on the driving shaft are disengaged from the chain-wheel t, as shown in Fig. 3, the said wheel and the toothed wheel I), fixed thereto, are free to turn upon the said shaft x. The spur-wheel g, keyed upon the driving-shaft x, transmits the motion of the pedals to the wheel ZZ on the auxiliary shaft, and thereby to the wheel 0 on said shaft. The latter transmits the motion to the toothed wheel I) on the drivingshaft, which is connected to the chain-wheel t, and thereby to the chain (1. Now, as the spur-wheel g, fixed on the driving-shaft, is smaller than the wheel d on the auxiliary shaft y, which gears with the former, the latter will turn so much slower; but besides, as the second wheel, 0, on the auxiliary shaft, and the wheel I), connected with the chain-wheel t, are of the same size, the chain-wheel and chain a will move more slowly. From this results a much-increased transmission of power which can be used to ascend greater inclinations than would be possible with the ordinary mode of riding. When it is desired to imparta greater velocity to the drivingwheels, thecoupling k on the driving'shaft is disengaged, as before. Therefore the chain-wheel tand the toothed wheel 12, fixed thereto, are free to turn upon the driving shaft 90. In this case (represented by Fig. 4) the wheel 71, fixed upon the driving-shaft or, transmits the motion of the pedals to a wheel,f, of smaller size, on the auxiliary shaft 3 and thereby, through another wheel, e, on said shaft, to the wheel b, fixed to the chain-wheel t on the driving-shaft, and thus to the chain a.

Now, as the said wheel h on the driving-shaft is largerthan the wheel f on the auxiliary shaft in gear therewith, the latter will turn so much the quicker, which quicker motion is transmitted to the driving wheels, as above described. This position of the gearingis usefully applied if on aplane; or, with a slight descent of the way, the driver has still power in excess and Wishes to use it to-increase the velocity of the device.

The hand-lever 12 turns upon a fixed point, 0. The two connecting-levers Z and m lead to the handlever in such a manner that the one, m, is before and the other, Z, behind the handlever from the rider. The end of the hind connecting-lever, Z, is slotted and brought in connection with the hand lever n in such a manner that if the hand-lever is moved from the perpendicular position to the right orleft the hind connecting-levcr, Z, andwith this the tooth of the coupling in on the driving-shaft,

with which the said lever engages, can only at the commencement of the motion of the hand: lever to the right or left make a motion of a certain limited length, and invariably only to one side. lever n from the position on the right or left the certain limited motion of the hind connecting-lever, Z, together with the tooth of the coupling k, takes place at the end of the stroke of the hand-lever. The front connecting-lever, m, is connected with the hand-lever n in sucha manner that the former, which engages with a tooth of the coupling k on the auxiliary shaft y, takes part in the full motion to the right or to the left. In the perpendicular position of the hand-lever a the tooth of the coupling 70 on the driving-shaft a: is engaged, and the tooth of the coupling 76 on the auxiliary shaft 3/ holds all the wheels on the auxiliary axis in the position in which they do not (See Fig. 2.) If the During the back motion of the handand only when this has been completely effected the engagement of the corresponding toothed wheels takes place.

The toothed wheels must be allowed to slide freely upon the auxiliary shaft y to an extent equal to the travel of the coupling 70 on its shaft till the engagement takes places. This is necessaryto obviate breakage, because no wheel on the auxiliary shaft must be engaged to the least extent if the coupling k on the driving shaft is not completely disengaged. The teeth of the wheels on both the axes x and g are suitably pointed laterally, in order that they may easily engage and not strike upon one another from the side.

What I claim, and desire to secure by Letters Patent, is

The combination, with a main or pedal-crank axle, x, of an auxiliary shaft, y, toothed wheels h b 9, connecting gearing-wheelsf e 0 d, couplings 7c and lo, and means for displacing the said couplings and wheels on their shafts by lever a, substantially as set forth.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

KARL 'SOHMITT.

Witnesses:

HENRY SPRINGM'ANN, ARTHUR MARKS.

IOC 

